Rotary internal-combustion engine



June 13, 1950- c. A. LOUBIERE ROTARY INTERNAL-COMBUSTION ENGINE 5 Shee'ts-Sheet 1 Filed July 16, 1947 A f/VVE/VTOR MSW/A A/mz Laws/m5 C. A. LOUBIERE ROTARY INTERNAL-COMBUSTION ENGINE June 13, 1950 5 Sheets-Sheet 2 Filed July 16, 1947 6 1 A ry June 13, 1950 c. A. LOUBIERE ROTARY INTERNAL-COMBUSTION ENGINE 5 Sheets-Sheet 3 Filed July 16, 1947 lllllu =mm=== m 1 June 13, 1950 c. A. LOUBIERE ROTARY INTERNAL-COMBUSTION ENGINE 5 Sheets-Sheet 4 Filed July 16, 1947 June 13, 1950 c. A. LOUBIERE ROTARY INTERNAL-COMBUSTION ENGINE 5 Sheets-Sheet 5 Filed July 16, 1947 4 Arr Patented June 13, 1950 UNITED STATES PATENT OFFiGE 2 ,511,441 ROTARY INTERNAL-COMBUSTION'ENGINE AmilicationJiiIy 1'6, 1947, Serial No. 761375 IntFi-aneeanuary 11, 1946 Section -1, Publicliaw 699;:Augllst3a194fi Patent expires January 11, 196.6

1 The present invention hasifor" its objecttodevise a rotary internal combustion 'en'gine'o'fs'imp'1e,-sturdy and cheap construction, affording a great power .per unit of weight andfper unit of volume of the space occupied, an efficienoy'greater'than'th'at'of existing engine as well as'various other advantages which are hereinafter disclosed. Th i improved engine comprises a central :rotor or core and, on either .sidethereof and keyedto the Same shaft, a compressor rotor "with-radial vanes andan expansion rotor" with radial vanes, each :of said rotors heingeccentrically mounted f'or-rotationin a stationary'stator, whilefthe .central rotor isprovided with explosion chambers and is ajdapted torotate relatively to a. stationary distributingsle'eve, sdthat, "at each revolution of the rotors, one'of thechambers is filled'with combus- 'tibleimixture compressed by'the*compressor,"'said compressed mixture is "ignited "and "the "burnt gases flow into the expanding devicewherethey expand and 'fromwhi'ch they are' exh'austed.

Further features of the invention'wilibeapparent from the followingdescription,-with-reference to'the appended drawing; which shows; by

way of -ei rarriple, an embodiment-oftheinvention and in tvhich Fig. 1 is a centralsection' of the engine'along line l l of Fig.2 andiala ofFig-2a;

Fig. *is'a transverseseotion ofthecompressor along line 2-'2= of'Fig. 1 v *Fig? 2a is a tra'nsversesection' of theexpansion "device along Iine 2a-"2a-of Fig. l;

Figs.-'3, 3a, 4,4'a, 5 and-"5:1 am similar sections of Figs. 2 andza respectively; showing various: positions of the rotor.

Referringto the drawing, l denotes the-engine shaftyon which are-mounted'a compressor rotor 2 provided with radialvanes,-an-expansion rotor 3 of-the same type,-and' an intermediate'rotor' or core i. said rotors'mayhe made of-a single piece-asshownein the drawing.

Shaft l is mounted by means of rolier'or'other antifriction bearings 5 and 6 in a casing-comprising two stationary stators- T'and 8= orrotors 2 and 3 and an intermediate-stator- 8 surroundingthe ii rtermediate'rotor-4. In the example shown, stator T 1-- oo'mprises' an external flange i 1 and-an internal flange i i ,secured studs I2 on a. ring ltpstator 6 similarly comprisesanexternal flange l4 andan internal fiange lfi-both secured by studs on"- a ring I I stator '9 is integral with flan'ges l land l5.

Theinternal cavity of stators Tand 8 is drylindrical shape -and eccentricai relation with the periphery of rotors 2 and 3. which aretangent 8- Claims. (01."60-44) to the: internal wan .of .said stators. (Figs. ,2 arid 2a) lTIherotors-are providedlwith radial slots {8, '19, 20;..2l'1inwhithare s'lidable-vanesjfl, 23, 14,31 adapted -to move away .irom .the axis during the. rotation, under the effect or centrifugallionce, the outer. .ends of .said .vanes engaging sleeves. 25,121 adapted to .freeiy rotate -in1bal1 .or antifriotion fiarings sudhas. 218..

Thecrescent-shaped spaceseomprisedbetween the rotors and the stators, the vanes and the .fiangflsareof periodically ichansmgrapacitras is WeILknQWninthisRiHd of .nompressor i'Lateral l'fiuidetightness is .obtained by Jamm acting packingringssuoh-as29,-arraI1ged.between lthe rotors andrrescent shaped .loosvses ,3 0. .oflthe 'flangeshand radi'aliyactin hacking rings M1,.be-

:tween said boss esandsleeves "2E6 i2].

rntheifiangeilll.orin oth 'fiangesmiand l provided an intake opening .3 2 .(E g .2) located adjacent to the en'dgofthe.crescentshaped space in the compressor, whilerotorili'sbored arijacelfl v to "flange "H with outlet ducts "33, .134flarranged ahead ofithe vanesfZZfilZB'fIor he dinectionqofmtation of the engine'indic-atedb the arrow.

Rotor 4. is provided withilon itudinal and symmetrical cavities 35,16 forming the explosion :ehamberministributiomi assuredibwwstationary iSlBBVe 31 :rigidlyvmounted withinastator i9; :while :radiallymcting ringss-BG,fihare armnge'd between said sieeveeand thezrotors. On the oom- :zpressonsida::saidsleeveis formedtwithuan'intake i-opening will iextenmagxoverzfiw 4 (Fig.2) Land; on atheiexpansionside;saidsleeveis. formed withere- :pansionoexhaust opening -.extending rover about 1270?. 'asaidssecondaopening. iszintermpted zbyfiagsmali'sbridge. 41"; Fig.;2a) occupies: an angailait-spaoe ot'abontcdohand divides-th expam isionrandzexhaustoopeninglintoitwoeportsm2,243, -theofirst ofswhich serves to therexpansionandrthe 0 other to the exhaust. iiihe object-oftsaidfdisposi- .3a, 4a and 5a.

Shaft l is provided with a power-transmission device, such as a pulley 5| and an ignition device such as 52, adapted to produce sparks at the sparking plug45.

The vanes 24, 25 of the expansion rotor should be stronger than the vanes 22, 23 of the compressor, in order to withstand the expansion power. The internal volume of the expansion rotor should be larger than that of the compressor in order to provide for th full expansion of the gases. This is simply obtained by correspondingly increasing the axial length of the expansion cylinder.

The engine operates as follows:

1. Ignition (Figs. 2-2a) With the rotors in the position shown in Figs. 2-2a, the explosion chamber 36 is filled with the combustible mixture, formerly compressed during the compression cycle (see below) and duct 34 .(Fig. 2) is about to be closed by the solid portion of sleeve 31 on the compressor side, whil the expansion duct 41 (Fig. 2a) is uncovered by the vopening 42 in said sleeve, on the expansion side.

Ignition should theoretically take place at this varied according to the compression rate. With a testing engine rotating at a relatively low speed (3,000 R. P. M.) and working at a compression rate of 5, it has been found that an advance of 40 gives good results. Such advance may be made variabl by any conventional means.

At the time of ignition, chamber 35 is at the end of the expansion cycle and just about to be connected with the exhaust (this happens as soon as vane 24 reaches the edge of exhaust opening 48).

2. Expansion (Figs. 2a to M) V The gases produced by the explosion are led 1170 the rear side of vane 25 through duct 41 and '.-the thrust upon said vane keeps the engine rotating in the direction of the arrow. The explosion gases have a tendency to escape through the space corresponding to the area of opening 42 and comprised between the central rotor and the expansion rotor, and, through duct 46, towards the expansion chamber A (Fig. 2a).

Without bridge 4|, theburnt gases would follow said path directly to the exhaust. However, from the very beginning of the exhaust cycle, duct 46 .is closed by bridge 4|, which prevents by-passing of the burnt gases to the exhaust.

Expansion keeps on going through 180, up to .the moment when chamber 36 reaches the position originally occupied by chamber 35, as

shown in Fig. 2a, and when vane 25 comes to occupy the position which was originally occupied by vane 24, as shown on the same figure. The successive positions are shown on Figs. 2a,

3. Exhaust As shown on Fig. 2a, chamber 35 and chamber .A were about to be connected to the exhaust.

Figs. 2a and 3a show that chamber 35 is isolated during the 20 rotation corresponding to the angular length of bridge 4|, while chamber A is already connected to the exhaust. Chamber 35 is then connected in turn to the exhaust, as duct 46 is uncovered by bridge 4| (Fig. 3a) and the vacuum produced by the exhaust at high speed actually causes a suction in chamber 35.

The exhaust cycle keeps on going through the 70 angle of opening 43.

4. Compression At the end of the exhaust cycle, duct 46 is covered by the solid portion of sleeve 31 (Fig. 4a) At the same time (Fig. 4) duct 35 is uncovered by opening 40 of sleeve 31. The mixture compressed in chamber B of the compressor enters chamber 35 and the intake keeps on going during the corresponding to the opening angle of port 40. An intermediate position is shown in Fig. 5. The end of the intake cycle corresponds to the position shown in Fig. 2a, in which chamber 35 has rotated by 180 and has taken the place of chamber 36. 7

It appears from the foregoing that, during each revolution of the engine shaft, each chamber 35, 36 goes through a complete cycle; ignition, expansion (180), exhaust (90) filling up (90), with two power impulses per revolution of the engine.

The compressor cycle appears from Figs. 2 to 5. .On Fig. 5, vane 22 is about to pass over the intake opening 32. Chamber D is in the intake cycle, chamber C is at the beginning of the compression cycle and chamber B is at the end of the compression cycle and at the beginning of the intake cycle of chamber 35.

It will be noticed that there are two exhaust openings 48, 49, the first one being disposed in such a manner as to adjust the exhaust timing, while the second one enables the complete exhaust of the burnt gases contained ahead of vane 24 (Fig. 4a).

Connection between the compressor and the expansion rotor through chambers 35, 36 is constantly interrupted except:

(1) As the case may be, during a short instant at the beginning of the exhaust cycle (Fig. 20.). On account of the inertia of the moving gases and of the brevity of such instant, no back flow to the compressor is liable to take place;

(2) During a short instant at the moment corresponding to the end of the exhaust cycle and to the beginning of the intake cycle (Fig. 4a). Such instant may be used to advantage, if necessary, to provide a slight scavenging of burnt gases by a very small quantity of fresh gases.

This engine may be easily constructed to operate on the true Diesel or the semi-Diesel cycle, by replacing the sparking plug by an injector and the ignition device by a pump.

Lubrication may be provided, either by adding oil to the intake gases, or by forcing oil through the central shaft and lubricating grooves or distributin ducts leading to the surfaces in relative motion.

The engine may be started by hand, by an electric starter or by compressed air.

This engine, which avoids the drawbacks of the conventional internal combustion engine with reciprocating pistons and those of the explosion turbine, affords important advantages. A testing engine rotating at low speed (3,500 to 4,000 R. P. M.) taking 750 2=1,500 cc. of combustible mixture, compressed to a compression .rate of 5, delivers a power of 80 to H. P., its

weight being 1101b. and its outside diameter.1 0"

vand length 20v.

Due to the location orthe explosion chambers between the two metallic masses constituted by the rotors in rapid motion and to theshape or the stators, the evacuation of heat is facilitated and artificial cooling is generally superfluous, inasmuch as the expansion, extended as it is over 180, considerably lowers the temperature at the "greatly assists in further increasing the power per unit of weight of the engine.

-As the vanes are caused to bear on rotary sleeves 25, 2? the amount and speedof the relative motion of rotation of the vanes relatively to the sleeves are greatly reduced and friction and wear are therefore very low.

Every reciprocating motion, with the exception of the relatively very slow motion of the vanes, is eliminated. The working cycle comprises no dead point, which eliminates the necessity of a iiy-wheel of large mass and at the same time offers a great flexibility, instantaneous variations of speed and a very smooth and stable idling.

Filling of the explosion chambers at high speed is satisfactory, inasmuch as the compressor intake takes place in a continuous and even constant manner, whereas the gaseous flow is periodically stopped by the closing of the valves of the conventional engines. The exhaust is also performed in a continuous and almost constant manner. The pulsatory working condition of usual engines is therefore replaced by continuous flow working condition, which is favorable to the emciency and to the elimination of vibrations and noise.

The cost of the apparatus is only a small'frac- -tion of a usual engine, even of a two-cycle eng i'ne, owing to the eliminations of the distribution system and to the substitution of a straight shaft for the conventional crank shaft and of two cylindrical rotors for the pistons and their connecting rods. It follows that the problem of balancing the moving masses is greatly simplified.

Obviously, the invention is not limited to the tatable -power shaft, a cylindrical compressor rotor and a cylindrical expansion rotor each keyed to an end portion of said shaft, both rotors embodying at their periphery radially slidable vanes, eccentric cylindrical stationary casings for said rotors, a fixed distributing sleeve arranged concentrically around said shaft between said casings, an intermediate core keyed to said shaft between said rotors and rotatable in said sleeve, said core having two diametrically opposed grooved combustion chambers, ignition means extending through the wall of said sleeve, means for feeding a combustible mixture to said compressor rotor, exhaust ports in the casing of said 6 expansion rotor, and ducts and ports in said rotors and said sleeve affording through said grooved combustion chambers intermittent com munication between said chambers and the spaces limited by each said rotor and its respec tive casing, said last named ducts and ports being constructed and arranged to control the timing of the intake of said combustible mixture, its compression by said compressor rotor, ignition of said compressed mixture in said combustion chambers, and expansion and exhaust of the burnt mixture in and through said expansion rotor; said last named ducts and ports comprising two radial ducts in said expansion rotor opening into said rotor rearwardly of diametrically opposed vanes thereof, an expansion port of about angularl'ength in said sleeve for the passage and expansion of the burnt mixture into said 'expansion rotor, an exhaust port of about 70 angula'rlength in said sleeve separated from said expansion port by a bridge of about 20 angular length adapted to cutoff communication between the combustion chamber which is on the beginning of the expansion stroke and the combustion chamber which, at the same instant, is communicating with the exhaust.

2. In an internal combustion engine, a rotatable power shaft, a cylindrical compressor rotor and a cylindrical expansion rotor both keyed to said shaft, both rotors embodying radially slidable vanes, eccentric stationary cylindrical caslugs for said rotors, a rotary lining in each casing, engaging the outer edges of the said corresponding vanes, antifriction rolling means between each said lining and its corresponding casing, a fixed distributing sleeve axially arranged between said casings, an intermediate core keyed tosaid shaft between said rotors and rotatable in said sleeve, said core having two diametrically opposed cavities, forming combustion chambers, ignition means attached to said sleeve for intermittently igniting the fuel mixture contained in said cavities, means for feeding a combustible mixture to said compressor rotor, exhaust ports in the casing of said expansion rotor, and ducts and ports in said rotors and said sleeve affording intermittent communication between said combustion chambers and the spaces limited by said rotors and casings, said ducts and ports being constructed and arranged for timing the intake of combustiblemi-xture compressed by said compressor rotor, ignition of said mixture in said combustion chambers and expansion and exhaust of the gases into and through said expansion'rotor'.

3. In a rotary internal combustion engine, a rotatable power shaft, a cylindrical compressor rotor and a cylindrical expansion roto spaced apart from each other and respectively keyed to the end'portions of said shaft for rotation with said shaft, a cylindrical stationary casing for each of said rotors, said casings being eccentric to said rotors, each casing having an outer flange forming a tight joint with said shaft, and an inner flange having a circular opening concentric with said shaft, said opening having a diameter greater than the diameter of said shaft, a rotary lining in each casing disposed and arranged for rotation against the inner cylindrical faceof eachsaid casing, the inner cylindrical face of eachsaid lining being substantially tangent to the outer cylindrical face of said rotors along a generatrix of each said rotor, radial vanes having one of their ends movably engaging each said rotor, and their other ends engaging the inner face of the respective rotary linings, an intermediate stationary casing concentric with, and disposed around the intermediate portion of said shaft and connecting at each end with the inner flange of said casings and having an internal diameter substantially the same as that of said circular opening in said inner flanges, the face of grooves extending lengthwise of said shaft, and 5;

having their end portions extending within said annular recesses in the rotors, ignition means attached to said sleeve for intermittently igniting the fuel mixture contained in said combustion grooves, means for feeding a combustible mix- .3:

ture to said compressor rotor, means to exhaust the burnt fuel from said expansion rotor, diametrically opposed radial ducts in said rotors, each of said ducts having an opening into said annular recesses opposite an end portion of said combustion grooves, slots in each end portion of said distributing sleeve, said ducts in said rotors, said combustion grooves and said slots being constructed and arranged to afiord intermittent communication from the space between said compressor rotor and its casing to the space between said expansion rotor and its casing through said ducts, said slots, and said grooves for timing the intake and compression of a combustible mixture by said compression rotor, the ignition of said mixture in said grooves and the expansion and exhaust of the combustion mixture in and through said expansion rotor.

4. An internal combustion engine as claimed in claim 3 in which said slots are disposed along a circle of said sleeve and in two planes passing respectively through the openings of the ducts of each rotor into said annular recesses.

5. An internal combustion engine as claimed in claim 4 in which said ducts include two radial ducts in each rotor, and said slots include an intake slot of at least 90 angular length on the compressor rotor side, and on the expansion rotor side an expansion slot of about 180 angular length and an exhaust slot of about 70 angular length, said expansion and exhaust slots being separated by a bridge of about 20 angular length, said intake slot being disposed on the angular length of the sleeve which on the expansion rotor side corresponds substantially to the bridge between the end of the exhaust slot and the beginning of the expansion slot.

6. In an internal combustion engine, a rotary power shaft, a cylindrical compressor rotor and a cylindrical expansion rotor each keyed to an end portion of said shaft, each rotor embodying at its periphery radially slidable vanes, stationary cylindrical casings for said rotors and disposed eccentrically thereto, a fixed distributing sleeve disposed concentrically around said shaft between said casings, diametrically opposed longitudinal grooves in the periphery of said shaft,

said grooves forming combustion chambers, fuel ignition means extending through the wall of said sleeve, means for feeding a combustible mixture to said compressor rotor, exhaust ports in the casing of said expansion rotor, and ducts and ports in said rotors and said sleeve affording through said grooves intermittent communication between said grooves and the crescentshaped space defined between each rotor and its surrounding casing, said ducts and ports controlling the timing of intake of the combustible mixture, its compression in said compressor rotor, its ignition in said grooves and the exhaust of the burned gases into and through said expansion rotor.

7. In an internal combustion engine, a rotatable power shaft, a cylindrical compressor rotor and a cylindrical expansion rotor both keyed to said shaft, both rotors embodying radially slidable vanes, eccentric stationary cylindrical casings for said rotors, anti-friction rotary means between each of said slidable vanes and the inner face of each said casing, a fixed distributing sleeve axially arranged between said casings, an intermediate core keyed to said shaft between said rotors and rotatable in said sleeve, said core having two diametrically opposed cavities, forming combustion chambers, ignition means attaohed to said sleeve for intermittently igniting the fuel mixture contained in said cavities, means for feeding a combustible mixture to said compressor rotor, exhaust ports in the casing of said expansion rotor, and ducts and ports in said rotors and said sleeve affording intermittent communication between said combustion chambers and the spaces limited by said rotors and casings, said ducts and ports being constructed and arranged for timing the intake of combustible mixture compressed by said compressor rotor,

, ignition of said mixture in said combustion chambers and expansion and exhaust of the gases into and through said expansion rotor.

8. An internal combustion engine as claimed in claim 1, in which said last named ducts and ports further comprise two radial ducts in said compressor rotor opening on said rotor ahead of diametrically opposed vanes thereof, and an intake port of at least 90 angular length in said sleeve for the intake of the compressed mixture into said combustion chambers.

CASIMIB ANDRE LOUBIERE.

REFEREBJCES SPEED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date Re. 12,183 Guindon Dec, 8, 1903 51,165 Fletcher Nov. 28, 1865 860,656 Gregory July 23, 1907 880,009 Burton Feb. 25, 1908 969,957 Jacobs Sept. 13, 1910 976,913 Putman Nov. 29, 19 0 1,192,655 Mears July 25, 1916 1,899,374 Werle Feb. 28, 1933 2,390,169 Pogioli Dec. 4, 1945 FOREIGN PATENTS Number Country Date 515,446 France Nov. 26, 1920 

